Engine starter



March 11, 1930. J. B. DYER I ENGINE STARTER Filed Jan. 9, 1928 3Sheets-Sheet 3 a; Elm cantor lllllllllllllllllllll ll March 11, 1930. JDYER 1,750,300

ENGINE STARTER Filed Jan- 1928 3 Sheets-Sheet 3 Patented Mar. 11, 1930UNITED STATES PATENT OFFICE JOHN B. DYER, OF ANDERSON, INDIANA, ASSIGNORTO DELCO-REMY CORPORATION, .OF DAYTON, OHIO, A CORPORATION OF DELAWAREENGINE STARTER Application filed January 9, 1928.

This invention relates to apparatus for starting internal combustionengines, and particularly to the type of apparatus which comprises ashaft operated by an electric motor and means for connecting the shaftwith a gear of an engine to be started, said means including a pinionmounted on the shaft for longitudinal movement thereof into mesh withthe engine gear and rotary movement Z0 therewith for driving the enginegear, said means including also provisions whereby the pinion. will beautomatically demeshed from the engine gear when the engine starts. Inthe preferred form of engine starting apparatus of this type the shaftis provided with helical splines with which the pinion is connected andalong which the pinion is slidable.

The present invention is applied to a mechanism which can be operatedmanually or by 29 foot pressure to move the pinion into mesh with theengine gear and afterward to close a switch which will cause the motorto turn the shaft, said mechanism including provisions whereby thepinion will be rotated into meshing registration with the engine gear,in case the teeth of the pinion collide with the engine gear teeth. Themechanism is so arranged that the pinion will be automatically demeshedregardless of whether the operator 39 fails to release the manuallyactuatable memher which controls the gear shifting mechanism. Oneembodiment of this mechanism is disclosed in the copending applicationof VVilliam A. Chryst and George WV. Elsey, Serial No. 199,596, filedJune 17, 1927. This application discloses a sleeve mounted to slide uponthe helically splined shaft in order to push the pinion into mesh withthe engine gear. The sleeve and the pinion provide axially engag- 40 ingclutch elements so that rotation may be imparted from the sleeve to thepinion. The mechanism for moving the sleeve and rotating it includes amanually operable pivoted lever carrying a pin which moveslongitudinally along the shaft and engages a slot in the sleeve which isoblique to the axis of the shaft. lVhen the pin is moved longitudinallvit tends both to move the sleeve toward the pinion and also to rotatethe sleeve. A no yielding friction device tends to prevent ro- SerialNo. 245,300.

tation of the sleeve from the time the sleeve begins its movement fromnormal position until it moves into such position that the pinion ispushed into the flywheel gear and can move no further. Then the frictionmeans gives way to permit rotation of the sleeve due to the cainmingaction between the pin and that portion of the sleeve which defines theoblique slot. It is obviously desirable that the pin occupy that portionof the slot remotest from the pin when this camming action begins inorder that sufficient rotation of the pinion may take place to mesh thepinion with the engine gear and also that sufficient movement of thepinion thereafter may be provided for moving the pinion into substantialmeshing relation with the engine gear before the motor switch is closed.This relation of the pin and slot will be referred to hereafter as thenormal relationwhich these elements should have when the process of gearmeshing is initiated. It is possible with a trick manipulation of thestarting apparatus'of the Chryst and Elsey application referred to, toinitiate the gear shifting operation when the pin occupies that portionof the slot which is nearer to the pinion than that portion non mallyoccupied. The resultof this trick op'- eration is simply to push thepinion against the engine gear and to close the motor switch, therebycausing the pinion to rotate while the ends of its teeth are heldagainst theends of the flywheel teeth. This results in objectionablenoise and'great damage to the teeth of" the pinion and gear.

The chief object of the present invention is to render the device ofChryst and Elsey more fool-proof by the use of means which Will thepinion until the actuating member has been released, and under allconditions it will be impossible to have the pinion pressed against theengine gear while the motor switch is closed.

Further objects and advantages of the present invention will be apparentfrom the following description, reference being had to the accompanyingdrawings, wherein a pre ferred form of embodiment of the presentinvention is clearly shown.

In the drawings:

Fig. 1 is a fragmentary, side view, partly in longitudinal section, of astarting apparatus embodying the present invention, the sectional viewbeing on the line 111 of Fig. 2.

Fig. 2 is a fragmentary, sectional view on the line 22 of Fig. 1.

Fig. 3 is a fragmentary view looking in the direction of arrow 3 of Fig.2.

Fig. 4 is a fragmentary view looking in the direction of arrow 4 of Fig.3.

Fig. 5 is a view similar to Fig. 1 showing the condition of the enginestarting apparatus v at the instant of bringing the pinion into meshingrelation with the engine gear, the sectional view of Fig. 5 being takenon the line 5-55 of Fig. 6.

Fig. 6 is a fragmentary, sectional view on the line 66 of Fig. 5.

Fig. 7 is a view looking in the direction of the arrow 7 of Fig. 6.

Fig. 8 is a view similar to Fig. 5 showing the condition of theapparatus at the instant of closing the motor switch.

Fig. 9 is a view similar to Fig. 8 showing the condition of theapparatus after the engine becomes self-operative and before theactuator has been released by the operator.

Fig. 10 is a fragmentary, sectional view on the line 1010 of Fig. 9.

Fig. 11 is a view looking in the direction of the arrow 11 of Fig. 10.

Fig. 12 is a fragmentary View looking in the direction of the arrow 12of Fig. 10.

Fig. 13 is a perspective view of the sleeve element of the apparatus.

Fig. 14 is a plan view of a sheet metal blank used to form a part of theelement shown in Fig. 13.

Referring to the drawings, the field frame 20 of the starting motor issecured in any suitable way to a bracket and gear housing frame 21 whichis adapted to be secured in the usual manner to that part of the engineframe which encloses the engine flywheel which is provided with a gear22. The starting motor includes an armature shaft 23 ournalied in abearing 24 provided by the frame 21 and at the opposite end, in asimilar bearing, supported by the field frame in the usual man ner. Theshaft 23 is provided with helical splines 25 which, between shoulderportions 25 and 25*, are less in external diameter than other portionsof these splines for a purpose to be described. A pinion 26 is providedinternally with spiral splines adapting the pinion to slide endwisealong the shaft splines 25 into mesh with the engine gear 22, andadapting the pinion to be driven by the shaft 23 for the purpose ofcranking the engine. lVhen the pinion 26 is in normal position out ofmesh with tie engine gear, its internal splines are supported upon thatportion of the splines 25 between the shoulders 25 and 25 Since thepinion must be elevated in moving from the position shown in Fig. 1 tothat shown in Fig. 5 in passing over the shoulder portions 25 it isevident that the pinion will be yieldingly retained in normal positionthus overcoming a tendency to drift into engagement with the engine geardue to vibration of the engine or vehicle propelled by it. [is thepinion is moved into mesh with the engine gear by a mechanism to bedescribed, an internal annular shoulder 27 provided by the pinion willengage a resilient wire split ring 28 a d will cause it to be contractedwithin a groove 29 which the shaft 23 provides for receiving the ring.The internal diameter of the shoulder 27 is such that the shoulder willbe permitted to move toward the right past the ring 28 while the ring isbeing squeezed into the groove. After the shoulder has moved past thering 28, the ring will expand within an internal annular groove 30 inthe pinion and will therefore yieldingly retain the pinion in gearmeshing position. lVhile the pinion is being operated by the motor tocrank the engine, the conical surface 31 provided by it, will abut thering 28 which delivers the end thrust from the pinion to the shaft 23.End thrust is delivered from the shaft 23 to the frame 21 through awasher 32 received by a groove 32 in the shaft 23 and bearing against amachined surface provided by the frame 21.

The manually operable mechanism for moving the pinion into mesh with theengine gear and for causing the motor thereafter to operate comprises apedal rod which slides through a floorboard 41 of an automobile and isconnected at 42 with a lever 43 pivoted upon a screw 44 attached to theframe 21. The lever 43 is arranged to contact with a switch actuatingplunger 45 supported by a case 46 which is attached by screws 47 to thefield frame 20 and which encloses the switch contacts. When the switchactuator 45 is in the position shown in Fig. 1, the switch is open andwhen in the positions shown in Figs. 3 and 9 the switch is closed. A.spring 48 moves the actuator 45 from the switch closed to switch openposition. The lever 43 carries at its lower end a pin or stud 50 adaptedto be received by the oblique slot 51 provided in a sleeve 52 which isformed by bending the sheet metal blank 53 shown in Fig. 14 intocylindrical form. A tubular rivet 54, which is slidable along the shaft23,

cooperates with apertured discs and .56 as shown in Fig. 1 in order tohold the sleeve 52 in concentric spaced relation to the tubular rivet54. The blank 53 used to form thesleeve 52 is. provided with notches 557and 58 which, after the sleeve 52 has been formed into a cylinder andassembled with the parts 54, 5'5 and 56, receive respectively lugs 59and 60 which are struck from the discs 55 and 56 respectively as shownin Figs. 4 and. 13 respectively. By the conventional staking operations,the disc 55 is connected with the rivet 54 and the rivet 54 with thedisc 56. The staking of the rivet 54 to the disc 56 is indicated at 61in F ig. 13. In this way the sleeve .52 is drivingly connected with thedisc 56 which is provided with clutch teeth 62 adapted to engage clutchteeth 63 provided by shaping the. adjacent ends of the teeth of thepinion 26. In this way the sleeve is provided with a drivingmember, andthe pinion with the driven member of an axially engageable clutch whichis employed for transmitting rotation from the sleeve 52 to. the pinion26.

Obviously the force applied by the pin 50 to the sleeve '52 tendsnotlonly to move the sleeve endwise but also to rotate it. Since it isdesirable to begin the operation of'gear meshing by simply pushing thesleeve 52 en-dwise in order to move the pinion 26 into engagement withthe engine gear 22 and to reserve the operation o-frotatin-g thesleeveuntil the time it is needed in order to bring the pinion intomeshingregistration with the engine gear, the apparatus provides forresisting rotation of the sleeve so that the relation of the slot 51 andthe pin 50 will be maintained at least during that portion of themovement of the sleeve which is required to push the pinioninto contactwith the engine gear. The means which resists rota-tion of the sleeveunder these conditions is provided by a plunger '70 which is slidablysupported radially of the shaft 23 by a recess 71 provided by the frame21, and which 1s pressed by a spring 72 against a projecting portion 73of the sleeve which defines a longitudinally extending relativelygradual ridge 74. The projection 73 is formed by 'artially shearing awaythe metal of the lank 53 along the line a-b and 0-(Z shown in Fig. 14and in shaping'this portion as shown in perspective in Fig. 13. Theprojection 73 therefore provides a surface 75 against which the plunger70 normally rests,

the ridge 74 which is at a greater distance radially from the center ofthe shaft 23 than the surface 7 5, and a surface'76 which extends fromthe ridge 74 to the main cylindrical portion of the sleeve 52. Movementof the pin 50 toward the right in the drawing for the purpose of pushingthe pinion 26 into engagement with the engine gear 22, will tend torotate thes'leeve "52 in 'a clockwise direction as viewed in Fig. 2. Itis obvious that due to the engagement of the plunger 70 with the ridge 74 rotation of thesleeve 52 will be' yieldingly resisted.

The blank 53 is cut out along the curved lines (Z 9 and ghd to form anopening and the metal is sheared along the lines g--f and f-ein order topermit the formation of a lug 77 which may be described as startingvfrom the ridge 74 and so shaped as to provide a portion 78 which asshown in Fig. 2,-ex-. tends away fromthe sleeve 52 and which as shown inFig. 4, slopes from a portion 78 most remote from the sleeve 52 over tothe portion. 78 which merges with the sleeve. The edge portion 7 9 ofthe lug 77 provides a stop for engagement with the plunger 70 for apurpose to be described. From the portion 7 8 to the free end. of thelug 77 the lug diminishes inwidth as shown particularly in Figs. 11 and3 in order to provide clearance for the motion of. the lug 77 relativeto the plunger 70 without the lug touching the plunger. 1

In orderthat there may be a tendency for the sleeve to rotate with theshaft, the sleeve isprovided with a hole 80 (see Fig. 14) for receivingthe shank 81 of av plunger 82 extending through a hole 83in the tube 54and pressed by a spring 84 against the shaft 23 as shown in Fig. 2. Byconnecting the shaft and sleeve with a friction coupling the shaftcauses the sleeve to be automatically retracted from the pinion in amanner and for a purpose-which will be apparent hereafter.

The pedal 40 is yieldingly retained in nor mal position as shown in Fig.1 by a spring 90 retained by a recess 91 in the frame 21 and pressingthe headi92 of a plunger 93 surrounded by the spring into engagementwith the lever 43' tending to rotate the lever clockwise.

The operation of the invention is as follows:

To start the engine, the operator will press the pedal 40 causing thelever 43 to move clockwise and the sleeve 52 to move into engagementwith the pinion 26 and the pinion to move into engagement with the gear22 as shown in Fig. 5. During this motion of the sleeve endwise theplunger 70 remains in engagement with the surface. 7 5 and the ridge 74and thereby yieldingly resists rotation of' the sleeve 52 in a clockwisedirection as viewed in Fig. 2, although, during the endwise movement ofthe sleeve 52, the pin 50 coacts with the sleeve in such manner as totend to rotate the sleeve in this direction. By the time the pinion hasbeen pushed by the sleeve against the gear 22 the relative motionbetween the plunger'70 and sleeve will be such that the plunger willoccupy the position-indicated by the dash and dot line circle 70 in Fig.3. Assuming that the ends of the pinion teeth abut the ends of the gearteeth CIl 22 before meshing, endwise motion of the sleeve 52 will bearrested. If the operator continues to press the pedal 40, the sleevewill be rotated due to the cooperation of the pin and the walls definingthe oblique slot 51. By reason of the clutch teeth 62 and 63, rotationis transmitted from the sleeve 52 to the pinion 26. The lug 77 willtherefore rotate relative to the plunger in order to bring the plunger70 in new relation to the sleeve. At the instant the pinion has beenlocated in meshing registration with the gear, the plunger will belocated relative to the lug 77 as shown in Figs. 5, 6 and 7 It will beseen that the plunger is located upon substantially the highest partofthe surface 78 or that part most remote from the shaft. Relative to thesleeve 52, the plunger 70 has moved from the position '70 in thedirection of the arrow 95 into the position represented by the dash anddot line circle 7 O As the operator continues to press the pedal 40, thesleeve and pinion will move from the position shown in Fig. 5 to thatshown in Fig. 8, and during this movement, the lug 7 7 will slide fromcontact with the plunger 70. The relative motion of the plunger andsleeve is indicated by the arrow 96 in Fig. 3, and when the plunger islocated relative to the sleeve as shown in Fig. 8, the plunger will belocated as represented by the dash and dot line circle 70 in Fig. 3.During the movement of the sleeve from the position shown in Fig. 5 tothat shown in Fig. 8, the inclined surface between the parts 78 and 7 8of the lug 77 will be engaged by the plunger. Therefore as the sleevemoves toward the right in the drawings, the plunger will be permitted toapproach the shaft. lVhen the surface 78 is well lubricated the plungerwill actually assist to move the pinion into engagement with the gear.

The sleeve is now free of the pinion and is prepared to be automaticallyretracted from the pinion so that when the pinion is thrown out of meshwith the engine gear it will not be hindered by the sleeve.

By the time the lever 43 has been moved sufliciently to locate thesleeve and pinion as shown in Fig. 8, the motor switch will be closed tocause the shaft 23 to rotate in a clockwise direction as viewed in thedirection of the arrow 8 in Fig. 8. Due to the helical splinedconnection between the pinion 26 and the shaft 23, the motor willautomatically move the pinion from the position shown in full lines inFig. 8 to the dot and dash line position 26, thereby moving the pinioninto engagement with the stop ring 28 and connecting the pinion forrotation with the shaft. The pin 50 of the lever 43 being stationaryduring the engine cranking operation, the sleeve 52 Will beautomatically moved from the position shown in Fig. 8 to that shown inFig. 9 due to the cooperation between the pin 50 and the sleeve wallsdefining the spiral slot 51. The sleeve 52 tends to follow the shaftsince it is frictionally connected with it by the spring pressed plunger82. \Vhen the sleeve is in the position shown in Fig. 9 and before thepedal is released, the relation of the sleeve and plunger is as shown inFigs. 9, 10, 11 and 12. During the movement of the sleeve 52 from theposition shown in Fig. 8 to that shown in Fig. 9, the relative motionbetween the plunger and sleeve is indicated by the arrow 97 in Fig. 3.The location of the plunger 70 relative to the sleeve as shown in Figs.9 to 12 inclusive is represented by the end portion 70 of the plungerindicated by dot and dash lines in Fig. 3. Since the path of relativemovement of the plunger as indicated by the arrow 97 is necessarilyparallel to the oblique slot 51 in the sleeve 52, it is apparent thatthe lug 77 must be tapered as shown in order to avoid contact betweenthe plunger 70 and lug 7 7 while the lug moves relative to the plunger.

hen the engine becomes self-operative, the pinion will be automaticallydemeshed from the engine gear due to the fact that there is a reversalof torque transmission between the gear 22 and pinion 26 since the gearis driving the pinion faster than it can be driven by the motor. Thepinion will therefore be automaticaly moved into the position shown inFig. 9 after the engine becomes self-operative. However, before thisoccurs the sleeve will have been moved into the position shown in Fig. 9so that the pinion may be automaticaly demeshed without colliding withthe sleeve. \Vhen the operator releases the pedal 40, the spring 90 willbe released to move the lever 43 clockwise and to restore the normalrelation between the pin 50 and sleeve 52 as shown in Fig. 1. While thepin 50 moves from the position shown in Fig. 9 to the position shown inFig. 1, the sleeve 52, being resiliently urged against a stop member100, will be rotated from the position shown in Fig. 9 to that shown inFig. 1 or in a clockwise direction as viewed in Fig. 2. During thismotion of the sleeve relative to the plunger 70 the inclined surface 76will first engage the plunger and then the ridge 74L; and, when therotation of the sleeve ceases, the plunger 70 will be located in normalposition against the sur face 7 5 and the ridge 74. The relative motionbetween the plunger 70 and sleeve 52, as the sleeve 52 returns to normalis represented by the arrow 98 in Fig. 3. Relative to the sleeve 52, theplunger moves from the position represented at 70 in Fig. 3 to the normal position 70. All of the parts of the apparatus have been restored tonormal position after the pedal has been released.

Provided the. pin 50 and sleeve 52 are in normal relation before thepedal 40 is pressed,

the motor switch cannot be closed until after the pinion 26 has beensubstantially meshed with the engine gear 22. This feature is due to thefact that the lever 43 is not permitted to engage the motor switchactuator 45 until after the sleeve 52 has pushed the pinion 26 againstthe gear 22, has rotated the pinion into meshing registration with thegear and has pushed the pinion into substantial mesh with the gear asshown in Fig. 8. This feature insures a substantial engagement of thegear before the motor switch is closed and thereby avoids the breakageof gearteeth which would be likely to occur if the area of tooth contactpressure were but very slight at the time the full power of the motorcomes 011. Provided that the pin and sleeve 52 are at normal relationwhen the-starting operation is initiated, the plunger will cooperatewith the sleeve in such manner as to cause the sleeve to perform thefunctions described. One of the improvements made by the presentinvention in the type of apparatus represented by the Ghryst and Elseyapplication, is the means for com pelling the operator to restore tonormal the relation between the pin and the sleeve before the operationof starting can be repeated. It will be noted that if the operatorreleases the pedal at least sufficiently to effect the rotation of thelug 77 from the position shown in full lines to the position 77 in dotand dash lines in Fig. 10, depressing the pedal againin order to movethe sleeve endwise toward the pinion will cause the lug 77 to engage theplunger 70, thereby preventing further movement of the sleeve toward thepinion. Therefore if the lever has been released tothis extent theoperator cannot-repeat the starting operation unless the first releasesthe pedal to permit the normal relation of the sleeve and plunger andpin and sleeve to be restored or in other words, to remove theobstruction provided by the side edge 7-9 of the lug 77. If, however,the pedal '40 is released only slightly, for example, sufficiently'toopen the motor switch but not enough to locate the lug 77 inlongitudinal alignment with the end of the plunger 70, depressing thepedal again will not move the sleeve sufliciently to move the pinioninto contact with the engine gear, although, the closing of the motorswitch will be permitted. The sum of the clearances between the sleeveand the pinion and the pinion and gear shown in Fig. 9 is such thatcounterclockwise rotation of the lever 43 is stopped by the motorswitchbefore the pinion can be moved into contact with the gear. Therefore,under no condition can a trick manipulation of the pedal be performedinorder to bring about the closing ofvthe motor switch while the ends ofthepinion teeth are only pressed into en agement with the ends of thegear teeth. The lug 7'2 is therefore effective in pre venting there-engagement of the pinion with the enginegear unless the sleeve 52 hasfirst been returned to a position permitting the re-engagement of theplunger 70 with the portions 7 5 and 74 of the sleeve extension 73, orunless the pin 50 and oblique slot 5l-have been restored to the normalrelation which is necessary before the sleeve can be caused to performits usual functions, namely, moving the pinion endwise into engagementwith the engine gear, rotating the pinion into gear meshing registrationwith the engine ear and then pushing the pinion part way into mesh withthe engine gear before closing the motor switch.

lVhile the form of embodiment of the present invention as hereindisclosed, constitutes a preferred form, it is to be understood thatother forms might be adopted, all coming within the scope of the claims"which follow; I,

hat is claimed is as follows:

1. Engine starting apparatus-comprising in combination, a motor; ashaft'operated by the motor; means for connecting the shaft with thegear of an engine to be started ineluding a pinion mounted on the shaftfor longitudinal movement thereof and formtary movement therewith; amanuallyoperable actuator; means operated by the actuator for moving thepinion longitudinally of the shaft and for rotating the pinion in caseof gear tooth abutment while the pinion is abutting the engine gear; andmeans for preventing the remeshing of the pinion with the gear untilafter the. actuator has been returned to normal position.

2. .Engine starting apparatus comprising incomb'ination, a motor; ashaft operated by the motor; means for connecting the shaft with thegear of an engine to be started including a pinion mounted on the shaftfor longitudinal movement thereof and for rotarymovement therewith andincluding provisions whereby the pinion will be'automatically demeshedfrom the engine gear when the engine becomes self-operative; a manuallyoperable actuator; means operated by the actuator for moving the pinionlongitudinally ofthe shaft and for rotating the pinion in case of geartooth abutment while the pinion isabutting the engine gear; and meansfor preventing the remeshing of the pinion with the gear untilafter theactuator has been re turned to normal position.

3{ Engine starting apparatus comprising in combination, amotor a shaftoperated by the motor; means for connecting the shaft with the gear ofan engine to be started including a pinion mounted on the shaft "forlongitudinal movement thereof and for rotary movement therewith andincluding provisions whereby the pinion will be automaticallydemeshedfrom the engine gear when the engine becomes s'elf-operative; amanually opera-bl e actuator {two members movablelongitudinally alongthe shaft, one being connected with the actuator, and the other memberbeing movable into engagement with the pinion; means for so connectingthe two longitudinally movable members that the movement of the memberconnected with the actuator will cause longitudinal movement of saidother member and also rotary movement thereof in case of gear toothabutment; means for connecting said other member with the pinion toimpart rotation thereto; and means for preventing the remeshing of thepinion with the engine gear until after the two members have beenreturned to normal positiOn.

4. Engine starting apparatus comprising in combination, a motor; a shaftoperated by the motor; means for connecting the shaft with the gear ofan engine to be started including a pinion mounted on the shaft forlongitudinal movement thereof and for rotary movement therewith andincluding provisions whereby the pinion will be automatically clemeshedfrom the engine gear when the engine becomes self-operative; a manuallyoperable actuating member movable along the shaft; a clutch membermovable endwise upon the shaft into engagement with the pinion to impartaxial and rotary motion thereto; means for connecting the actuatingmember with the clutch member and includ ing a pin connected with one ofthe members and received by a slot provided by the other member obliqueto the shaft; and means for preventing remeshing of the pinion with theengine gear until after the normal relation and positions of said twomembers have been restored.

5. Engine starting apparatus comprising in combination, a motor; a shaftoperated by the motor; means for connecting the shaft with the gear ofan engine to be started including a pinion mounted on the shaft forlongitudinal movement thereof and for rotary movement therewith andincluding provisions whereby the pinion will be automatically demeshedfrom the engine gear when the engine becomes self-operative; a manuallyoperable actuating member movable along the shaft; a clutch membermovable endwise upon the shaft into engagement with the pinion to impartaxial and rotary motion thereto; a pin connected with the actuatingmember; means for connecting the clutch member with the pinand includinga part having a slot oblique to the shaft for receiving the pin; andmeans for preventing remeshing of the pinion with the engine gear untilafter the normal relation and positions of said pin and slotted parthave been restored.

6. Engine starting apparatus comprising in combination, a motor; a shaftoperated by the motor; means for connecting the shaft with the gear ofan engine to be started and including a pinion mounted on the shaft forlongitudinal movement thereof and for rotary movement therewith andincluding provisions whereby the pinion will be automatically demeshedfrom the engine gear when the engine starts; means for shifting thepinion endwise into mesh with the engine gear and for rotating thepinion in case the pinion teeth collide with the engine gear teeth, saidmeans including a sleeve movable along the shaft and provided with aslot oblique to the shaft, and a pin movable longitudinally of the shaftand engaging the slot, whereby the pin and sleeve may move together tomove the pinion into mesh with the engine gear and whereby the sleevemay be rotated'in case movement thereof is obstructed, said sleeve andpinion having clutching means for imparting rotation to the pinion; andmeans for preventing the re-engagement of the pinion with the enginegear unless the pin has first been returned to normal position relativeto the sleeve.

7 Engine starting apparatus according to claim 6 in which the sleeve andshaft are frictionally connected so that when the shaft rotates to crankthe engine, the sleeve will be retracted from the engine gear due to thecoaction between the pin and oblique slot of the sleeve, and the sleevethereby returned to normal position longitudinally of the shaft, and inwhich a lug connected with the sleeve is rotated during the return ofthe Pin to normal position into alignment longitudinally of the sleevewith a stationary stop, the lug being engageable with the stop until thesleeve has been substantially restored to normal position angularly ofthe shaft.

8. Engine starting apparatus comprising in combination, a motor; a shaftoperated by the motor; means for connecting the shaft with the gear ofan engine to be started and including a pinion mounted on the shaft forlongitudinal movement thereof and for rotary movement therewith andincluding provisions whereby the pinion will be automatically demeshedfrom the engme gear when the engine starts; means for shifting the pmionendwise into mesh with the engine gear and for rotating the pinion incase the pinion teeth collide with the engine gear teeth, said meansincluding a sleeve movable along the shaft and provided with a slotoblique to the shaft and a pin movable longitudinally of the shaft andengaging the slot, whereby the pin and sleeve may move together to movethe pinion into mesh with the engine gear and whereby the sleeve may berotated in case movement thereof is obstructed, said sleeve and pinionhaving clutching means for imparting rotation to the pinion; meanstending to resist rotation of the sleeve, and comprising frictionallyengageable parts, one being stationary and the other being connectedwith the sleeve, said parts being separated during engine cranking; andmeans for preventing the re-engagement of the pinion with the enginegear unless the sleeve has first been returned to a position permittingthe re-engagement of said frictionally engageable parts.

9. Engine starting apparatus according to claim 8 in which a lugconnected with the sleeve is rotated, during the return of the pin tonormal position, into alignment longitudinally of the shaft With thestationary frictional parts, said lug being engageable with thestationary frictional part substantially until the pin has been restoredto normal po sition.

10. Engine starting apparatus according to claim 8 in which one of thefrictionally engageable parts is a plunger urged by a spring in adirection radially of the shaft, and in which the sleeve provides asurface which is normally engaged by the plunger and a surface forming aridge located at a greater distance from the shaft and extendinglongitudinally of the shaft so that the plunger may initially resistrotation of the sleeve while the sleeve moves longitudinally and inwhich the sleeve provides a lug which is so located relative to theridge that some portion of it will be aligned longitudinally of theshaft with the plunger until after the plunger has been restored tonormal position relative to the sleeve.

In testimony whereof I hereto aflix my signature.

JOHN B. DYER.

